Fuel pump for internal-combustion engines



Oct. 21 1924. 1,512,102

| ILLMER FUEL PUMP FOR INTERNAL COMBUSTION ENGINES Filed Sept 6, 1922 2 Sheets-Sheet. 1

I 24c. 310. 0 26a 2o '25 Soto 27 2e Mal-5 Z8 2.0b

O V 29 5 10 O m m 10h 27 10b 27b 10K 11 13 13 me 11 11 -H Eli; WITNESSEZSz- |w w:r 4"roR--- Oct. 21 1924. 1,512,102

1.. ILLMER FUEL PUMP FOR INTERNAL COMBUSTION ENGINES Filed Sept. 6, 1922 2 Sheets-Sheet 2 V *g \g 246 b FIG-.l 24b go I I 31 r 0 1e 2a zoe @g Q Zia, g A 3 29b 39 \1 WITNESSES 'NVENTOR Patented Oct. 21, 1924.

UNITED STATES .LOUIS ILLMER, OF OORTLANIQ, NEW YORK.

FUEL PUMP FonINTERNAL-oomsUs'rIoN mon fns.

Application flhii September 6, 1922. Serial No. 586,459.

. l T 0 all wlzom it may concern:

Be it known that I, Lours ILLMER, a citizen of the United States, and a resident of (crtlancL in the county of Cortland and the State of New York, have invented certain new and useful Improvements in Fuel Pumps for Internal-Combustion Engines, of which the following is a specification.

My invention relates particularly to improvements in high-pressureinjection pumps for so-callcd solid injection liquid-fuel engines, and its object is to provide a device capable of sustaining an exceptionally high injection velocity through the spray nozzle regardless of the speed of such internal combastion engines and without the need of compressed air for fuel injection purposes.

This object is primarily attained by the use of an elastic or impulsion drive for the pump plunger which serves to accelerate the )lunger at the time of injection so as to break up the liquid into a finely atomized state and allow of perfectly mixing such pulverized fuel with all of the combustion air available in the power cylinder of the engine.

In order that this condition may be met to the best advantage, the plunger of my fuel pump is provided with a resilient or impulsion driv which is made to work in con junction with the plunger displacement produced by its rigid actuating gear, to the end that the pump delivery to the engine cylinder may be made. up in part by the impulsion kick displacement and in part by the plunger movement imparted by the actuating gear. The impulsion drive superimposes an augmented. movement over that which the actuating gear alone is capable of imparting, to the plunger.

In the present system of fuel injection, all pump valves remain closed during the first portion of each discharge stroke of the plunger actuating gear, and during this time impulsion energy is stored within the elastic plunger drive and a high initial pressure is at the same time set up within the pump" chamber. Such energy storedbehind the plunger is subsi ucntly released by a positively opened discharge valve which then allows fuel to Be {Kent forth to the engine cylinder. Thcreupon the impulsion drive rapidly accelerates the relatively slow movement imparted to the plunger by the actuating gear and the instant the pump chamber pressure tends to drop, the support givcn the plunger by the elastic drive element serves to maintain a nearly uniform pressure behind, the spray nozzle during the injection period.

The present invention also embodies improvements in the valve gear of the described type of fuel pump, and essentially comprises a slide bar operating directly from the rigid plunger actuating gear, whereby the pump valves are operated in exact synchronism with the plunger mov ments so that the pump may be run' equall r well in either direction of rotation. A reverse clutch is also provided to shift the phase of the plunger movements into any desired relation with respect to the engine piston movement and means are provided for locking the clutch in such position.

Another object is to provide for the pump an .improved bypass valve spindle having a spiral control port which is also reciprocated from said slide bar and the timing of same made adjustable under the action of the engine governor.

Still another object is to provide means for mechanically opening the suction valve of this pump in order to revent sticking to its'seat after being sulijected to high pressure.

Embodied herein are also other features of structure and organization such as improvements in the construction details of the pump block, plunger gland, housing, and like parts designed to facilitate accessibility and ease of dismantling as well as to provide a. system of splash lubrication for the running parts, all of which will be set forth in detail hereafter.

Reference is had to the accompanying two sheets of drawings which illustrate an example of the preferred form of my invention; like characters of reference indicate like parts in the several views, and in which drawings: 7

F ig. 1., is an elevational end view of an assembled single plunger pump equipt with a slide bar for; egvalve ar and showing the bypass valve in partia section.

Fig '2, is a sectional View taken along the line 11.0f Fig. 1.

Fig. 31, is a top or plan viewoi Fig. 2.

Fig. 4., is an elevational View of the pump as taken in section along the line 2-2 of Fig. 2.

Fig. 5., represents a sectional detail of the spray nozzle in relation to the engine cylinder.

Fig. 6., is a sectional assembly of a reverse clutch for shifting the pump into a lagging phase relation with the engine crank when running in either direction of rotation.

Fig. 7., shows a detail of the clutch jaws as taken along the line 3*3 of Fig. 6.

Referring first to Figs. 1 and 2-, the nu meral 10 represents a flanged pump bracket casting that is intended to be fastened to a convenient part of the engine. This bracket is provided with a guide bore 10 and a skirt part 10 which is adapted to engage with and to be tightly fitted to the enclosing bracket pan 11. Integral with the skirt- 10 are formed the upper shells of the split bearings 10' and 10 respectively. while the lower shells thereof 11 and 11 respectively, are formed in the bracket pan 11. These bearings are securely fastened together by means of bolts such as 11 so as to form an oil-tight joint along the flat face between the said bracket parts.

Within said bearings is mounted the drive shaft 13 carrying a coupling 13 which is intended to be suitably rotated from the engine which it serves. The eccentric 14, mounted upon the drive shaft 13 between the split bearings, engages with the wrist pin 15 and imparts a reciprocating movement to the spring casing 16v in synchronism with the engine piston movement. These parts taken together constitute the rigid actuating membenof theirnpulsion fuel pump.

The tubular spring casing 16 is slidably mounted within the bracket guide 10 and is provided with an internal flange portion 16 and a casing nut 16". Slidably mounted within the casing 16 is a tubular plunger drive part 17, carrying a flared flange 17 and a head portion 17", into which latter part is fastened the pump plunger 19. Thrusting between the head part 17 and the casing nut 16", is a relatively powerful primary drive spring 18*, while above the flange 11 is mounted a second ary spring 18 thrusting against the cas ing flange 16 and set to act in opposition to the thrust of the primary spring.

These opposed springs are intended to be forced intb place under considerable initial tension, so that the drive flange 17* is normally made to assume a relatively fixed balanced position with respect to, the casing that is indicated by dotted lines in Fig. 4. The resilient members 18 and; 18 serve as an impulsion drive for the plunger drive parts 17, and when the plunger 19 works against its maximum hydraulic pressure. the drive flange I7 will then be displaced into its extreme lower or full lined position with IPspPCi to the casing as shown in Fig. 4.

Th free end of the plunger 19 is mounted within the pump block 20, which block is provided with a projectingflange 20 and fastened to the pump bracket 10 by means of the studs such as 20*. The plunger is suitably packed against leakage by means of the packing 20 and its gland 20. As is best shown in Fig. 4, the gland flange projects outwards to engage a pair of gland bolts 20 which pass up through the block flange 20 so as to become accessible for convenient adjustment of the plunger packing,

The pump bracket casting extends upward from its guide bore 10 to form an enclosed housin portion 10 provided with a bored interna flange 10 which serves to center the lug formed at the base of the block 20. The housing 10 is further provided with a door 1O for convenient inspection of the plunger parts. As is best shown in Fig. 4, the housing chamber extends back to the rear of the guide bore 10 and a partition wall 10 extending lengthwise of the housing is provided so as to prevent the plunger leakage from running down into the bracket pan 11. This extended chamber may. be drained by means of the plug 10.

The pan 11 may be kept filled with lubricating oil to the predetermined level as indicated by the gage glass 11 The eccentrio 14 is provided with a scoop hole 14 which dips into such oil, and so keeps the eccentric liberally supplied'with. lubricant. The interconnected oil hole 14' serves to carry some of the surplus oil to the wrist pin. In addition, the splash of the eccentric will liberally throw up oil into the guide bore 1O to lubricate the spring casing 16, as well as other working parts of the valve gear. The cut-out in the upper bearing shell 10 serves to catch some of this splashed oil and carry itto the drive shaft journals. Such oil as maytend to work out through the bearing end is carried back to the pan by means of a drain hole drilled in the bottom shell 11. It will thus be seen that ample provision has been made for the continuous circulation of the lubricant to all of the vital working parts of the pump and that same will-be properly served with the minimum df attention and expense.

As is best shown in Fig. 2, the pump block 20 is provided with a suction valve 21 which may be fed from the supply pipe 21 in any suitable manner. The block 20 is further provided with a spring closed discharge valve 22, which is preferably of the check type, opening inwardly against the chamber pressure and mounted directly, above the suction valve as shown. passage between the valves. together with the communication leading to the plunger bore constitutes the pump chamber 23 of the fuel pump. This chamber is enclosed by a discharge valve seat 22, which is held a ainst the pump block by means of the block flange studs 24.

Within the valve block 24 is mounted an oscillatin actuating spindle 24 having a lip 24", w ich en ages with and periodically opens the disc arge valve 22 against the pump chamber pressure."

The lip 24 is grooved to provide for a free passage connecting the discharge valve 22 with the discharge pipe M, which latter is intended to lead directly into the spray nozzle 25 of the power cylinder 25", as indicated in Fig. 5. The check valve 2.) is placed directly behind the nozzle and thus revents the cylinder compression from lowing back into the discharge pipe 24.

The free end of the valve actuating spindle 24 is provided with a lever 26 which in turn carries the link 26 as best shown in Fig. 1. This link is fastened to the slide bar 27 by means of the fulcrum pin 27*. The

slide bar is suitably mounted on a milled.

guide slot 10 formed integral with the pump bracket 10, and is held in place by the cover plate 27". The lower end of the slide bar 27 engages with the extended portion of the wrist pin 15 which projects through the longitudinal bore slot 10 cut in the bracket casting 10 and is thus IQClPYOCtXtQd by the eccentric 14. The upper end of the slide bar is provided with a cross bar 27, the projecting end of which is slotted so as to straddie the bypass valve spindle 28 and engage with its thrust collars 28 and 28*.

The lower end of the spindle designated 28 is made square and slidably mounted in the regulating gear 29 so that the bypass spindle 28 may be rotated while being reciprocated by means ofthe cross bar 27. The gear 29 is mounted in a circular recess formed in the bracket casting 10 and is held in place by a cover plate 29. Engaging with said regulating gear is a governor rack 29 running lengthwise of the pump, which is slidably mounted in a slot formed in the rear of the bracket casting 10. The governor or the engine reverse lever is intended to adjustably move the rack 29 lengthwise in accordance with the fuel requirements of the engine. Such longitudinal movement of the rack will in turn impart a rotary move? ment to the reciprocating bypass spindle 28.

As is best shown in Fig. 1 in partial section, the upper end of the-bypass spindle 28 is closely fitted or'lapped into the tapered sleeve, 30, whiph latter is mounted in an in tegral projecting portion of the valveblock 24. A tubular nut 30 is provided-for adjustably forcing said tapered sleeve into its ground socket seat for the purpose of maintaining a pressure tight sliding joint between the spindle 28 and its surrounding sleeve 30.

At the upper end of said spindle that slides within said tapered sleeve 30, is cut a spiral control groove 28 which reciprocates past the ports 28 and 28. The relief port 28 communicates directly by means of the branch pipe 24 with the discharge pipe 2 1. The opposite port 28 in the sleeve 30, which is placed somewhat higher than the port 28", is vented directly to the return pipe 31 through the intermediate check or nonmeturn valve 31, which prevents sucking back the by-passed oil. The reciprocating movement, imparted to the bypass spindle 28 causes the ports 28 and 28 to be opened and periodically cross connected whenever the spindle approaches the upper portion of its stroke. The spiral groove. is cut comparativelywide in order that the vent ports may remain open during the latter portion of the plunger discharge stroke. The spiral contour of the groove 28 in the reciprocating spindle 28, allows of changing the opening: timing of such crossconnected pl'rts by giving a rotary movement to the regulating gear 29.

In addition to operating the discharge valve 22 and reciprocating the by mss spindle 28 from the slide-bar 27, the fulcrum pin 27 is overhung and extended inward toward the plunger to form the lip 27. This lip engages a lug 32 riveted to the push rod 32, and causes the lug to bear slightly against the casing flange 16? so as to be recipio cated therewith. The push rod 32 extends upwards through the packing gland 32 and into the pum block 20, as shown in Fig. 2. The length ()i' the rod 32 is so proportioned that as the casing 16 reaches its extreme upward position, it will cause the rod 32 to engage with the suction valve 21 and slightly lift it off its seat just prior to the time that the plunger 19 starts on its downward or suction stroke.

Having thus described the parts of the preferred embodiment of my invention, the

manner in which these said parts operate is as follows:-

Assuming these parts to be in the posi tion shown in Figs. 1 to 4 inclusive, and the engine running in the forward direction as indicated by the drive shaft arrow in Fig. 4, then the spring casing 16 will be moving upward. The eccentric 14: having reached its mid discharge stroke position, the plunger 19 will during its preceding stroke downward have sucked a charge of oil into the pump chamber 23 through the suction valve 21. During such suction stroke the negligible resistance of the plunger packing allows the drive flange 17 to remain in sublllll thereafter this, as well as the discharge valve 22, normally remain closed until such time as the slide bar 27 is made to positively open the discharge valve 22.

Since, during the stated period, none of the oil is allowed to discharge from the pump chamber, the effect of such initial upward lifting of the casing 16 is to hold the driven plunger parts 17 in a virtually stationary position (except for plunger slip) while the flange ,1? is being displaced out of its balanced position against the resistance of the impulsion springs 18* and 18 by an amount of deflection indicated in Fig. 4 by the letter K.

Such maximum displacement of the impulsion drive parts occurring during the initial portion of each discharge stroke of the .actuating gear, may be termed plunger kick, and its action is essentially the same as is more fully explained in my co-pending patent application Serial No. 229,556. The described displacement of the drive parts, stores energy within said drive springs and it at. the same time sets up a high initial hydraulic pressure throughout the pump chamber passages.

After the eccentric approachesthe upper portion of its stroke and the desired amount of impulsion energy has thus been stored behind the plunger, the slide-bar 27, which is reciprocatcd in unison with the casing 16, causes the valve spindle lip to engage with and positively open the discharge valve 22 against the existing chamber pressure. As a result, the energy stored behind the plunger will be instantly released and the plunger impelled forward with respect to the normal discharge stroke movement imparted by the actuating gear. 7

It is pre ferred to open the discharge valve at a time when the plunger actuating gear is still traveling near its maximum velocity and the superimposed plunger kick movement thereon allows of a far more rapid rate of pump delivery for any given speed of the actuating gear than could be attained without the support of the described impulsion drive. v I

The timed openin of the discharge *valve 22 sends forth the iquid fuel 'into'thefdis charge pipe 24, which as stated leads directly into the spray nozzle and is thus injected into the engine cylinder at a high velocity without the need of compressed air.

It will be understood that the drive springs are intended to be made sufficiently powerful to completely inject the desired amount of 'fuel into the engine cylinder during a comparatively small angular travel of the. eccentric 14 and prior to the closure of he discharge valve 22.

After a sutlicient quantity of fuel has been injected into the engine cylinder, the pump pressure is then interrupted by means of the bypass valve 28. As will be apparent from the previous description, the reciprocating bypass spindle 28 and its spiral groove 28 will be approaching the parts 28 and 28' at the time when the pump is about to inject fuel into the engine cylinder. By suitably adjusting the fuel control rack 29", the time of cross-connecting the port 28 with the vent port 28 may be changed with'uya relatively wide range. If so desired, "the said ports may be put into full communication prior to the time of opening the discharge valve 22, in which case the pump will cleliver no oil to the engine cylinder. If, on the other hand, the rack 29 is shifted so as to turn the bypass valve spindle 28 and thus delay the alignment of the spiral grooves 28 .with the ports 28 and 28, this will increase the fuel injection into the engine cylinder up to the ultimate capacit of the pump. The timed sudden vent e ect produced in the discharge pipe 24 by the described action of the bypass valve spindle is conducive to a sharp cut oil of pressure and is exceptionally etl'ective in, preventing dribble at the nozzle.

It is further pointed out that in the present invention, the bypass valve 28 simultaneously vents the pump chamber as well as the rupting bypass valve 28 is placed outside of the pump chamber proper, thus confining the possible sources of leakage during the period of the initial pressure stroke of the plunger to three points, viz, the plunger packing 20, the suction valve 21 and the discharge valve 22. As a result of removing the balanced bypass valve from the pump chamber, the time of subjecting it to high pressure is materially reduced and hence this valve need not be so snugly fitted against leakage as would otherwise have to be the case, all of which makes for more sensitive governor action.

The proportions of the bypass valve are to be relatively liberal in port area so as to be capable of rapidly venting the system of pressure. Such relief is intended to occur prior to the time that the eccentric '14 reaches its upper or inner dead center position and subsequent to this period, the. push rod 32 enga es with the suction valve 21 and slightly lifts it off its seat.

Upon the return of the plunger .on its downward or suction stroke, the push rod 32 is again disengaged, but as oil is being drawn into the pump chamber preparatory to the charging of the impulsion-sprmgs, the suction valve will therefore be held open during the remainder of the suction stroke by the flow of the liquid fuel through the valve 21.

The described function of the push rod 32 is not essential to the operation of the pump, but the purpose of this adjunct is to overcome any tendency on the part of the. suction valve of sticking to its seat after having been subjected to high chamber pressure.

It'will be seen that in this pump the actua ting gear for pump valves is centred in the slide-bar 27, which, as stated, operates in unison with the spring casing 16. The described construction allows of operating the pump in either direction of rotation and of still maintaining proper functioning of the valve events in relation to the plunger movement. In order, however, to be able to set the eccentric 14 in its most effective relation to the crank throw of the engine, it is expedient to run the eccentric 14 in a lagging phase relation to that of the engine crank which the pump is intended to serve.

As was pointed out in detail, the fuel injpctio'ninto the engine cylinder is controlled the opening of the positively operated discharge valve 22, and this is intended to occur at the time of maximum piston compression, that is to say, just before the engine crank reaches its inner dead center position. The preferred lagging setting of the fuel pump eccentric allows of imparting to the plunger :1 more rapid displacement move ment, since in that event a relatively larger component of eccentric travel may be given the plunger during the short period of fuel injection into the engine cylinder. The imulsiondrive then superimposes its plunger kick upon such critical gear movement.

In order that said lagging phase relation between the pump eccentric and the engine .crank may be maintained in both the forward and reverse running of the engine, I prefer to incorporate an intermediate reversing clutch in the drive mechanism used to rotate the pump. The details of such a positive clutch coupling are shown in Figs. 6

and 7. This comprises a through shaft 34 surrounded by a loose sleeve 35 carrying a drive gear 36 at its one end, which is intended to be driven from the engine crank 36" in any suitable manner, such as the gear 36*. The sleeve 35 is mounted in the bearing bracket 34 while the other end of the sleeve is provided with two projecting male clutch jaws 35 and 35". Straddling these jaws and engaging with. same are two equally spaced female jaws 37 and 37 cut in the driven clutch member 37, which is securely fastened to the through shaft 34 by the pin key 37. These male and female clutch jaws remain in engagement sinco lateral move nicnt of the sleeve 34 is prevented by the plate collar 34. The spaced jaws are, however, free to rotate in either dilcction with respect to each other within thc limits of the desired slip angle marked Q.

The free end of the through shaft is provided with a coupling flange fill which is the casing laterally within the imits a to c. The casing 38 is provided with a righthand key 38 and an opposite left-hand key 38", both riveted to the casing 35. The key 38 is slidably fitted into a key-way cut into the male jaw 35 of the driving sleeve 35 and these parts remain engaged in all shift-* ing positions of the lever 39, thus making the casing 38 rotate as a unit with the sleeve 35.

It will be seen that. the key 38 is mounted to the right-ward of the recessed or flanged portion formed between the two driven jaws 37 and 37 b of the driven member 37, while the raised lug portion of the key 38" is mounted to the left-ward of the opposite flanged portion of the driven member 37. As is best shown in Fig. 7, this recessed or flanged portion of the driven member '37 is provided with two keyways, 37 and 37 which are so spaced with relation to their respective keys 38" and 38 that the keyway 37 will align with the key 38 only when the radially cut face of the driving jaw 35 is turned so as to abut against that of the driving jaw 37*, while the keyway 37 is so cut that it aligns with the key 38 whenever the driving jaw 35 is turned in the reverse direction and its radially cut face abuts against the opposite face of the driven jaw 37.

As a result of.the described interlocking keyways, the shifting lever 39 canbo pushed into its extreme position a only when the key 38 aligns with the keyway 37 and, on the other hand, can be pushed into its other extreme position 0 only when the he 38 aligns with the keyway 37 and the c utch remains positivelylocked while running in either its forward or reverse direction.

In a reversing oil engine, it is preferred to set the engine crank in alignment with one or the other of the driving jaws 35 or 35". In the event that the engine should be started in its forward direction, for instance, the iotation given to the gear 36 would cause the clutch driving member 35 to slip with respect to the driven member 37 until the prescribed freedom of angular jaw movemcnt has fully been taken up, after which the clutch jaws abut and operate as a unit in carrying along the pump eccentric in the desired lagging phase relation with respect to the engine crank as measured by the slip angle Q,

If, on the other hand, the engine should be started in the reverse direction, the slip angle of the clutch is such as to again run the pump in a similar lagging phase relation to the engine crank.

As is shown digrammatically in Fig. 6, the reverse lever 40 is provided with a toggle arm 40, which by means of the toggle link 42 may be suitably connected to the control rack 29 of the fuel pump shown in Fi 1. In its aligned position, the toggle link is intended to bypass the fuel pump freely so that no fuel is sent forth to the engine cylinder until such time that the reverse lever has pulled the toggle well out of its aligned position and through either of the sector positions 0 or g of the reverse lever 40.

The reverse lever may also be connected to the starting air control (not shown} so that any initial movement imparted to one or the other side of the mid gear position of the reverse lever, such as the sector notch position e or g will respectively cause forward or reverse starting air to be thrown into the engine cylinder or cylinders. This will serve to turn the -engine over in the desired direction and to properly take up all lost motion between the driving clutch jaws and that of the driven clutch jaws, and thus serve to immediately bring the fuel pump into the desired lagging phase relation to that of the engine crank.

It will be observed that the clutch lever 39 is given a limited idle mo'ement to either side of its mid position 6, before either of the keys 38 or 38 engage with their respective key seats 37 or 37. Furthermore, the movement of the reverse lever 40 is interlocked with the clutch lever 39 by means of the link 41, so that the former may not bepushed into its forward running position d or thereverse running position h until the respect ve clutch jaws have first been brought into proper abutment by the starting air torque, which then allows- Zne or the other of the keys 38" or 38 to nter their respective keyseats in the driven member 37 in the manner described.

The adjusting movement imparted to the bypass spindle rack 29 *is preferably such as to prevent fuel from being injected into the engine cylinder prior to such time the reverse lever l0 will have locked the clutch jaws in proper engagement for the direction of running that may be desired. It will be seen therefore that thedescribed locking device insures that the'lost motion between the clutch jawshas been taken upand also that the fuel pump shall be positively held in the desired lagging phase relation with respect to theengine crank as long as the reverse lever remains set in either of its forwar-El or reverse running positions (5 or In case the reverse lever should at any time be shifted into its mid position for the purposeof reversing the engine, it is further pointed out that the fuel injection into the cylinder cannot be rwumed until the fuel pump shall first have been thrown back into its proper lagging phase relation with respect to such reverse running of the engine crank. Only after the clutch key locking device has been properly engaged, can the reverse lever 40 be thrown over sufficiently far to again allow the pump to inject fuel into the engine cylinder.

' A further important feature of the present invention resides in the improved construction details heretofore described. Not only do they provide for a self-contained system of splash lubrication for the principal working parts, but they also afiord important advantages as regards ascessibility and ease of repair. It will be apparent that reliable and continuous operation of the fuel pump is an essential requirement for satisfactory performance of an injection oil engine taken. as a whole, and it is precisely this interdependence which makes the described automatic system of pump lubrication of vital importance to the attainment of the desired operating results. Not only are the valve gear parts kept Well enr :cd and protected from dirt but tllec are in large part kept continuously lub icated Whenever the drive shaft is rotated in either direction.

In addition, the door 1.0 allows. of ready inspection of these interior plunger parts and in case the plunger gland 20 should need taking up. this can readily be elfected by means of the externally disposed adj use ing bolts20f. Furthermore the slidebar 27 may readily be dismantled by the removal of the cover plate 27". Since the wrist pin 15 isshown attached to said sliderbar, this pin may likewipe be Withdrawn from the casing nut 16", leaving the casin 16 free to be drawn upward and out of the bracket bore 10*. The pump.blo'ck 20 is also easily disconnected from the pains bracket flange 10 by removal of the stu nuts 20 and this allows the casing 16 and the pump block to be lifted out as a unit bility is such that all its parts may readily be kept in proper operating condition.

It will be apparent that while a single plunger pump has been chosen for illustrating an example of my invention, the same underlying principles apply equally well in in a multiplunger pump. It will be unden stood therefore that I do not wish to be limited to the particular construction set forth since various changes in structure and coordination of my device may he resorted to without departing from the spirit and scope of the present invention or destroying any of the advantages contained in the same, heretofore described and more pan ticularly set firth in the appended claims.

Claims:

1. In a. reciprocating fuel pump, a bracket casting comprising a guide bore and a skirt portion, an upper bearing shcll cast integral with said skirt, a removable bracket pan provided with an integrally cast lower bear ing shell, said pan being adapted to enclose the skirt portion of said casting and to form a breakable joint therewith.

2. In a reciprocating fuel pump. a casting comprising a guide and a skirt portion, an upper bearing shell for said skirt, a re movable pan provided with a lower hearing shell, said pan being adapted to enclose the skirt portion of said casting to form a lubricant reservoir therewith. a drive shaft mounted within said shells, an eccentric crank mounted upon said shaft and adapted to reciprocate the pump plunger and associated parts, said eccentric serving also to dip into said lubricant. for the purpose of splash lubricating said reciprocating parts.

3. In a fuel pump having a plunger, a eastlng comprisinga guide and a skirt. portion carrying a split bearing for mounting a drive shaft. an actuating eccentric on said shaft adapted to reciprocate the plunger, a slide-bar placed in operative connection with said eccentric, a. pressure interrupting bypass spindle also in operative connection with said slide-bar, an adjusting gear slideably mounted about said spindle axis. and a gear rack adapted to engage with said gear and regulably rotate said bypass spindle.

4. In a reciprocating fuel pump having a plunger, a casting cou'iprising a skirt portion, a guide bore. and a housing portion. a plunger block mounted upon said bracket housing, a block packing gland for the plunger, a casing slidahly mounted within said bore and serving to actuate said plunger, a pan provided with a bearing and serving to enclose said skirt to form a lubricant reservoir therewith. a drive shaft mounted within said bearing and adapted to reciprocate said casing, and means separating the housing from said pan to prevent plunger leakage from draining into said lubricant reservoir.

5. In a reciprocating fuel pump having a plunger, a casting comprising a guide bore, a skirt therefor and a housing portion with a bored internal flange, a pump block for the plunger said block being centred in and serving to enclose said internal flange of the housing, means for ren'iovably fastening the block to said casting, and a removable pan serving to enclose said skirt to form a lubricant reservoir therewith.

6. In a reciprocating fuel pump having a plunger, a casting comprising a guide bore and a housing, a pump plunger block mounted upon said housing. a block packing gland for said plunger mounted within said housing, an inspection opening formed in the side of said housing, and a door or other chi-sing means for said openmg. i

7. In a reciprocating fuel pump, compris ing a plunger and a casting having a housing surrounding the plunger axis, a plunger block provided with a flanged portion serving to cover the end of said housing, a plunger packing gland mounted Within said housing, and gland bolts provided with exterior adjusting means for taking up the plunger packing.

S. In a fuel pump having a plunger and a casting comprising a guide bore provided with a longitudinal slot through its bore wall. easing of the crosshead type mounted within said guide and adapted to reciprocate the plunger, a projecting part for the casing-extending through said guide slot, a slide-bar mounted alongside of the guide bore and adapted to engage with the said projecting casing part for the purpose of reciprocating the slide-barin unison there: with.

9. In ,a reciprocating fuel pump comprising a plunger, a suction valve and a positively opened discharge valve, a spray nozzle admitting fuel into the engine cylindcr, a conduit connecting the discharge valve with the spray nozzle, a pressure interrupting bypass valve communicating with said conduit, and a check valve for said bypass valve to prevent return of the by: passed fuel. i

10. In a fuel pump comprising a reciprocating plunger and'a chamber having a suelion valve and a discharge valve. a pressure intcrrupting bypass valve spindle provided ith a spiral control groove.- means for reciprocating said spindle. a relief port adapted to periodically register with said groove, and adjusting means for regulably timing the opening of said relief port.

11. In a fuel pump for an internal combustion engine comprising a reciprocating plunger and a chamber with a suction and a discharge valve, a pressure interrupting Ion llt)

bypass valve spindle provided with a spiral control groov-e,means for reciprocating said spindle in unison with the plunger movement, a relief port adapted to periodically register with said groove during a portion of said spindle stroke, an adjusting gear mounted about said spindle axis, and a sligably mounted rack engaging with said e r for regulably rotating said spindle to a ter the pump delivery sent forth to the engine cylinder.

12. In a fuel pump comprising a reciprocating plunger and a chamber having a suction and a discharge valve, a pressure in terrupting bypass valve spindle provided with a spiral groove, means for reciprocating said spindle in unison with the plunger movement, a tapered sleeve and socket seat surrounding said 5 indle, means for adjustably forcing said s eeve into its seat to maintain a pressure ti ht sliding joint with respect to said spin 1e, a relief port communicating with the pump chamber and a vent ort in said tapered sleeve, said ports being 'sposed so as to become crossconnected through said spiral groove during a portion of the spindle stroke, and adjustable means for regulably rotatin said spindle to vary the timing period 0 crossconnecting said sleeve ports.

13. In a reciprocating fuel pump comprising a plunger, a suction and a-discharge valve, a pump block provided with a recessed chamber for mounting said suction valve, a removable valve block enclosing said chamber recess and adapted to mount said discharge valve-together with an actuating s indle for positively opening said discharge valve, and a bypass valve also mounted in said valve block and adapted to interrupt the pump chamber pressure.

14. In a fuel pump comprising a reciprohating plunger and a chamber having a suction and a discharge valve, a pressure interrupting bypass valve adapted to relieve said chamber of pressure as the plunger approaches the end of its discharge stroke, a push rod reciprocating in unison with the plunger movements and adapted to lift the suction valve subsequent to said pressure relief period.

15. In a fuel pump comprising a plan er and a chamber with a suction and a ischarge valve, the latter opening inwardly into said chamber, a casing of the crosshead i type adapted to reciprocate said plunger, a

slide-bar in operative connection with said casing and reciprocated in unison therewith, an actuating arm means adapted to periodically open said discharge valve against chamber pressure, a link connecting said acmating arm with the slide-bar, and a pressure interrupting bypass valve also actuated by said slide-bar. V

16. In a fuel pump for an oil engine comprising a reciprocating actuating art and a driven plunger part with an impul sion drive acting between said arts, means for storing energy within said drive during a portion of each discharge stroke movement of the actuating part, means including a clutch for shifting the pump actuating part in a lagging phase relation with respect to the engine crank, and control means adapted to release said energy prior to the end of said discharge stroke movement for the purpose of superimposing an augmented rate of travel upon the plunger during the time of fuel injection into the engine cylinder.

17. In a fuel pump for a reversing oil engine comprising a reciprocating actuating part and a driven lunger part with an impulsion drive acting between said parts, means for storing energy within said drive during a portion of each discharge stroke movement of the actuating part, means for shifting the pump actuating part into a lagging phase relation with respect to either the forward or reverse running of the engine crank, and control means adapted to release said energy prior to the end of such lagging discharge stroke movement for the purpose of superimposing an augmented rate of travel upon the plunger during the time of fuel injection into the engine cylin- 18. In a reciprocating fuel pump for; a reversing direct in'ection oil engine, an actuating eccentric or the plunger, a drive shaft for the eccentric, operating means for driving the shaft from the engine crank, and an intermediate clutch for the operating means havinga driving jaw en aging with a spaced driven jaw and adapted to provide for a predetermined slip angle between said jaws for the purpose of, maintaining the actuating eccentric in a lagging phase relation with respect to either the forward or reverse running of the engine crank.

19. In a reciprocating fuel pump for a reversing oil engine, an actuating eccentic for the plunger, 3, drive shaft for the eccentric, operating means for driving said shaft from the engine crank, an intermediary clutch for the operating means provided with a driving jaw engaged with a spaced driven jaw and adapted to provide for a predetermined shiftable in one direction to positively lock said jaws when one of the male jaw faces abuts with that of the female jaw and shiftable in the opposite direction to again lock said jaws when the opposite face of the male jaw has been brought into abutment with the other face of the female jaw,

21. In a fuel pump for a reversing oil engine having a clutch comprising a male jaw en aging with a spaced female jaw and adapts to slip between the abutting jaw faces whenever the direction of rotation is -reversed, a shiftable locking device allowing said jaws to slip when set in or near its mid position and shiftable in one direction to positively lock said jaws together when one of the male jaw faces abuts with that of the female jaw and shiftable in the opposite direction when the opposite face, 0 the male jaw has been brought into abutment with the other face of the female jaw, a reverse lever, and control means interlocking the reverse lever with said locking device to prevent said lever from being placed in either its forward or reverse running'positions until said clutch jaw faces have first been locked into their respective abutting positions.

22 In a pump delivering fuel to an oil engine, said pump having an actuating eccentric for the plunger, operating means for driving said eccentric in unison with the engine crank, an intermediary clutch for the operating means comprisin a driving jaw engaging with a s aced riven jaw and adapted to rovide or a predetermined slip movement etween said jaws, a shiftable locking device adapted to hold said jaws in positive engagement after said freedom of jaw movement has been taken up, a fuel regulating valve for the pump, and control means interlocking said locking device with said regulating valve to prevent fuel delivery to the engine until said clutch jaws have first been held in positive engagement.

23. In a reciprocating fuel pump for a reversing oil engine, an actuating eccentric for the plunger, a drive shaft for the eccentric, operating means for driving said shaft from the engine crank, an intermediary clutch for the operating means having a driving jaw engaging with a spaced driven jaw and adapted to maintain said eccentric in a lagging phase relation with respect to either the forward or the reverse running of the engine crank, a shiftable locking device serving to hold said jaws in positive engagement when brought into their respective forward or reverse running positions, a fuel regulating valve for the pump, a reverse lever for the engine adapted to shift said locking device in unison therewith, and control means interlocking the reverse lever with the regulating valve to prevent fuel delivery into the engine cylinder until said clutch jaws have been locked into either their forward or reverse running positions. In testimony whereof, I have hereunto set my hand this 5th day of September, 1922.

LOUIS ILLMER. Witnesses:

M. E. ALEXY, W. B. Cano'rrmns. 

